Tailless convertible airplane and roadmobile



INVENTOR,

Sept 2, 1952 A. J. GERO, JR

TILLESS CQNVERTIBLE AIRPLANE AND ROADMOBILE med Nov. 5o, 194g 10 Sheets-Sheet 2 Sept 2. 1952 A. J. GERo, JR 2,609,167

TAILLESS CONVERTIBLE AIRPLANEIAND ROADMOBILE y Filed NOV. 50, 1948 I l0 Sheets-Sheet 3 INVENTOR., .delard Gero, Jn.

H'ORIYEYL A J. GERO, JR TAILLESS CONVERTIBLE AIRPLANE AND ROADMOBILE Sept. 2, 1952 10 sheets-sheet 4 Filed Nov. 30. 1948 f. 7 5 u uw u www am. e TJ 0 u md 6 V r 2.. w mlm wf e d f w I w .m M w .NN Nw O u. N w R RQ N 1W new s NJ/ mw \H\W WNW .FF m n r@ N ww. l A wh N N Sw E mw Q Q. 5w I N 1 i. .1. i ,A L. 0L E R m J *N Na n :Nhm\ RM. uw* E A l 1 (IJ G E .1 s\ L F... F: u n J m w h www NN o Nw NNC\ c E A nm NNN SNN WNW @k am n w QNN NN V n Nv M #Il M NN oww C I .V 1L m u w s m 2Q m n m 2 1 o. 7o, |l||||.m\l| u 1I. V. f |11 |11 LII/.IML u\n.| u vl|\.| 2 0 N mM.. d p e m T 0J Sept. 2, 1952 A. J. seno, JR 2,609,167

TAILLESS CONVERTIBLE AIRPLANE AND R'ADMOBILE Filed Nov. 30. 194.8 v 1o sheets-sheer e INVENToR,

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sept. 2, 1952 A. J. seno, JR Y '2,609,167

TAILLESSCONVERTIBLE AIRPLANE AND ROADMOBILE Filad Nov. 30, 1948 10 Sheets-Sheet 7 Siept. 2, 1952 A. J. GERo, JR 2,609,167 TAILLESS CONVERTIBLE AIRPLANE AND ROADMOBILE Filed Nov. 30; 1948 l0 Sheets-Sheet lO Patented Sept. 2, i952 UNITED A,STATES PATENT OFFICE TAILLEsS CONVERTIBLE AJRPLANE AND RoADMoBILE Adelard J. Gero, Jr., Taftville, Conn. Application November 30, 1948, Serial No. 62,625

. 3 Claims. 1

This invention relates to a tailless convertible airplane and roadmobile.

An object of this invention is the construction of an efficient tailless convertible airplane and roadmobile apparatus.

Another object of this invention is to incorporate in one apparatusa new airplane stabilizing and controlling means; winglift increasingdevice; three position 'single action control system with operating mechanism; a wing folding system for roadmobile conversion .fwithoperating mechanism; roadmobile propulsion means; propeller safety means; simplified torque type landing gear; and simplified overall structure.

A still further object is the production of an apparatus that increases the personal plane utility, inherent safety, control simplicity, low cost and a practical compact apparatus to serve its owner from his home garage, like the automobile, without removal of wings, tail structure and propeller. l

This invention eliminates present tailless flight methodsisuch as reflex or stable airfoils, low lift coeflicients, large sweepback unfavorable and critical position of C. G. needed, high takeoff and landing speed, wing tip stalling where controllers are located making them non-effective and-large spans and wing area required.

These disadvantages are eliminated by the addition of this stabilevator below the lower aft trailing edge surface of any aircraft main lifting wing, effective on any airfoil section, or any wing plan form, and mounted to pivot to any negative angle and effective with any airfoil section. This stabilevator will be deflected by the constant lower wing surface high pressure airilow and the wing trailing edge'downwash airflow causing a powerful and eiiicient stabilizing and controlling device. This stabilevator as shown does not disrupt the airflow over the wing surfaces preventing a loss of wing lift when operated. When this aircraft is unbalanced by a' rising or falling airflow disturbance,` thisdevice will vbe deflected by this airflow at a negative or positive angle, causing a corrective positive or negative pitching moment or lifting load at trailing edge with resultant inherent stability, non-stalling and nonspinnable characteristics. This aircraft control system and stabilevator eliminates the necessity of control feel and results in decreased flightlearning time and expense.

It eliminates the section instability felt on most high camber airfoil section at all angles of attack with the longitudinal stability remaining positive at all non-stalled negative angles of Cil 2 stabilevator, making any airfoil section inherently stable without the necessity of restoring the normal flying altitudes after a Vdisturbance by a manipulation ofcontrols and reducing piloting skill to a minimum. y 1

The stabilevator action alone maneuvers this aircraft along all liight axis with inherent safety and velocity limitation; This aircraft is controlled to high angles to take advantage of conventional leading edge slots and with complete wing acting as one large landing flap, resulting in high lift and drag for slow speed flight.

When pivoted, the stabilevator movements are aft, changing angles and varying the pitching moments for stabilizing and controlling this/ aircraft. f

The stabilevators should never be permitted to pivot forward to a positive angle, because this will cause a'diving moment, or a crash dive if control system fails. This danger is eliminated by adding a horizontal stop 39 fixed to an actuating arm which bears against a vertical stop 38 fixed to a hinge bracket 3,6. These stops restrict rotation of an actuating arm 35 clockwise from neutral position for anti-positive action.

Also incorporated to wing leading edge are means for increasing the over-all wing eiiiciency and aircraft-performance by adding a conventional slot 24 and located at lower wing surface entrance to a slot 24, an airflow deector flap or slot-flectors 25 made toopen to negative angles (Fig. 12-dotted) by having its rear tube edge 26 pivoted and hinged to bearings 2S which are xed to wing ribs.

The advantages for this'slotiiector 25 is `'that a greater volume of air is deflected through a conventional slot 24 improving the over-all wing efficiency and aircraftperformance, such as increasing wing lift coeiiicients on any airfoil section especially symmetrical sections with its ideal tailless characteristics. It increases positive pitching moments for controlling stalls at low or high angle of attack for quicktake-offv and slow landings, increasing boundary layer airflow over wing surface at high angles of attack, changing any airfoil lift curve from asharp lift peak to a rounded lift peak, increasing camber on any airfoil section, forward movement of aero-dynamic center as lift coefiicient is increased, decreases wing area' required because of higher Wing lift obtainable resulting in a compact wing span and machine. Wing tip stalling is eliminated and stallproong this aircraft is accomplished by having theslotflector made Vinto two sections, the inboard and outboard slotectors.

The inboard section is adjusted to defiect a smaller volume of air through a slot 2li stalling this inboard panel first and results in lowering nose of aircraft before the outboard wing panel stalls. This action is combined with stabilevators 3l which have inherent stalling characteristics of their own, to provide the necessary pitching mo ment to hold the aircraft at a controlled stalled high angle of attack altitude without stalling come pletely, making this aircraft inherently stable and stallproof, because the stabilevators and slotflectors will be deflected at positive angles if stalled completely causing a nose lowering moment, This system will eliminate the necessity of installing wing stalling indicator and instruments for constructed in accordance with this invention,

and showing the same in an open position, ready forfiying, while Figure 2 is a view in front elevation of the I same.

Figure 3 is a view in side elevation, showing the wings vof the apparatus in a folded position, as when the apparatus is used as a motor vehicle, while Figure 4 is a top plan view of the same.

Figure 5 is aview in front elevation of the ap paratus shown in Figures 3 and 4.

Figure 6 is an enlarged, fragmentary view, partly in horizontal section-of the apparatus.

Figure 6A is an enlarged, fragmentary view, partly in horizontal'section of the apparatus.

Figure '7 is an enlarged, vertical, fragmentary, longitudinal, sectional view of the apparatus, while Figure 7A is a similar view of the rear portion ofthe apparatus.V

Figure 8 is an enlarged,.fragmentary, vertical, transverse, sectional view of the vbody and one of the wings, on line 8-8 of Figure'lA.

Figure 8A is a vertical, sectional View, taken on line A-BA of Figure 7A.

Figure 9 is a sectional view, taken on line 3-9, Fig. 6A, looking in the direction of the arrows.

Figure 10 is a sectional view, taken on line l0-l0, Fig. 7, and looking inthe direction of the arrows.

Figure 11 is II-Il, Fig. 6, the arrows.

Figure 12 is a sectional view, taken on line I2-I2, Fig.. 6, and looking in the direction of the arrows.

Referring to the drawings, inwhich I have illustrated the preferred embodiment of my invention, l designates the body of the apparatus, which body l isprovided with suitableaxles 2 having wheels 3 suitably mounted thereon. The body l is provided with large'windows d for increased visibility and safety.

In the body l and at the rear portion thereof is positioned a motor 5. This motor 5 is mounted on suitable brackets 6, and these brackets are a sectional view, taken on line and looking in the direction of 4 propeller ii, the apparatus can be driven over a roadway, when it is being used as a motor vehicle, or when the apparatus is flying, the motor and propeller are the means for driving the ship through the air.

Within the body l there is provided a noor 3 (Fig. 7), above which is a steering or control wheel l0; this wheel I0 is xedly secured to a rod il thatis suitably mounted on wall l2 of the body l. The rod H is adapted Vto have a longitudinal movement, as shown by dotted lines, for the purpose of operating rod 20. On rod li is mounted a key section I3 (Figs. '7 and 10). The rod H extends through an inverted U- shaped bracket I4 that is mounted on the wall l2. An arm |5a of hub l5 extends up under bracket ill. The lower end of arm I5a is connected by a universal joint i6 to the arm l? that is fixedly secured to the top of steering post I8. The lower end of steering post IS is suitably connected to steering wheel I3.

The push-and-pull rod Zis connected at one end (Fig. 7) to the outer end of rod Il. The opposite end of rod 20 extends ythrough tube 2l.

A control rod Zia is connected at its upper end to the outwardly extending portion 2lb ofV hub i5; this rod Zla is pivotally connected at itslower end toarm 2 Ic which is fixedly secured to tube 2l. Rod il is provided with a key-way llaV into which extends the key I5a of hub l5, Fig. 10. On the inner end of rod 2B is block 20a, Fig. 7A. Links 20D are pivotally connected at their lower ends to block 20a, and also pivotally connected at their upper ends to arm 2te. Arm 20c is pivotally connected to bearing 26e, which bearing 20e is secured toy tube 2l. Rod il is pivotally connected at its lower end to cross rod Zf. The upper end is pivotally ccnnected to universal block Ma.

Tube 2l pivots bearing 20e, and also pivots at the same time arm 20c, links 20h and block 23a to the `dotted position as shown in Fig. 3. When tube lll is operated vertically, it actuatessaid block Ma and segment gear Mb. Gear Mb meshes with .gear 4|c which is on worm gear il (Fig. 8). y Through this structure the control tube V(i5 is operated.

Attached by a hinged connection 22, at eachA side of the body I,. is a wing 23 (Fig.v 4). Each wing 23 is of a hollowY structure, with a xed wing slot 24 near its forward end (Fig. 12). This wing slot 24 is for the air flow to pass through and over the wing, and to control this airiiow, a deilector 25 is hingedly mounted at 26 (Fig. 12). This ldeiiector 25 vis provided with an upstanding bracket 21, to which is pivotally con.- nected operating rod 28; the inner end of rod 28 is pivotally connected to the lower bell-crank 23a, pivotally mounted on bracket 33 (Fig. 11). Each of .the several deflectors 25 has its operating rod 28 connected to one end of the lower 1 bell-crank 29a. It is to be understood that secured to portions of the framework lV within erates through sectional keyed hub 23h bell- Bell-crank 23 is movably connected Rod 33'is attached at its outer end, at Lever crank 23a. to rod 33. 3Q, to the inner or upper end of lever35.

35 is pivotally mounted on the cuter end of bracket 3S. A stabilizer 3l is fixedly secured to the outer or lower end of lever 35 and can be adjusted to the different dotted positions, for the purposev hereinafter described. A stop bracket 38 is xedly secured to the rear portion of the wing 23, and thelever 351s provided with an outstanding lug 39, which engages the bracket 38 for preventing the stabilizer moving too far downward and forward. A second bracket 36a (Fig. 6) is attached tothe framework of the wing 23, and a lever arm 35a. is mounted on'said bracket and is attached to said stabilizer 37, in

the mounting of the stabilizer on the wing 23.

Referring to Figures 7A, .8 and 8A, the vertical rods 40 are provided with pivoted bars 42 at their lower ends. Each bar -42 is provided with an elongated S-shaped slot 43. Each rod 40 is provided with a pivoted yoke 44 at its upper end. An arm 40a is ixedly secured to 2|. Arm 49a is provided with an integral cam pin 40h, which cam pin lextends through S-shaped Yslots 43. When tube 2| is rotated campin 40hv actuates 43, as before mentioned.

Bars 42 are pivotally supported at 42a onthe framework.

When rod 4.0 is operated vertically, it rotates control tube 45, and pivots finger cam 45al (Figs. 6 and 12), which pushes down on lower bell-crank 29a, and disengages 29a from upper bell-crank 29, to stop operation ofthe deflectors 25.

A coil spring 29e is provided for normally holding the lower bell-crank 29avin meshing engagement with the upper bell-crank 29.

When lower bell-crank 29a is disengaged, key 29d will enter the key-way 29e, thereby locking deflector 25 in its closed position.

Each wing 23 is provided with a universal hinge section 22 (Fig. 6A) This section is provided with a threaded Aextension 22a in the block 22h. The wing is provided with a xed tongue 22e, which is positioned in said hinge section 22. A bolt 22d extends through the tongue 22o and hinge section, holding same together. A fixed tongue 22e extends into bracket 221, which bracket 22j is secured to the body I. A threaded pin 22g is on bracket 22j and extends through the tongue 22e (Fig. 9). To release tongue 22e a crank 22m is employed to rotate threaded pin 22g so that it will release tongue 22e. On the upper end of thread pin 22g is a safety lever 22h, which is mounted on pin 22g by an integral web 221'. Safety lever 22h has a cam slot 22j. A bolt 22k has pin 221 extending through cam slot 227'. Brackets 22m are secured to body I., A tongue 22h is fastened to the wing V23. When positioned as shown in Fig. 9, the bolt 22k locks the wing in an open position. It is also to be understood that when threaded pin 22g releases tongue 22e it also releases 2271. by the means hereinbefore described and as clearly shown in vdotted line, Fig. 9.

From the horizontal flying position, the wings are free to rotate on universal hinge sections 22 to a vertical position as shown by dotted lines 22 (Fig. 6A), then they are folded against the body, as shown at 22p. A lug 22g extends from the upper edge of the wing and. is adapted to extend into bracket 22m, being held in this position by bolt 22k, hereinbefore mentioned. Y

Main control tube 45 is composedv of sections 45a. These sections 45a, are connected by interlocking joints 45h. When the wings are rotated and folded against the body I, the sections are separated at the interlocking joints 45h.

When the wings are in their folded position (22p, Fig. 6A), the stabilizer is free to pivot to the position shown by dotted line 3'I (Fig. 12) and held in this position by a lock 31a (Fig. 6A) engaging section tube 45a.

Referring particularly to Figs. 2 and `4: a connecting bar 49 is composed of two hingedly connected sections. The bar 49 is mounted on brackets 50; brackets 5D are on the wing tips. Screws 5I are extended through the bar 49 and into brackets 50, thereby detachably supporting bar '49 on the wing tips. A pair of brackets 52 is mounted on the sectional bar 49, and each bracket 52 is provided with a skid wheel 53. This device constitutes a bumper, as well as a safety guard, to protect' the wing tips if the airship should pivot on rear landing wheels 3. This device can be folded for easy Stowaway in body I and opened for attachment to be applied on the wing tips as described.

I have shown a new simplified three-position, single action control system for operating aircraft and roadmobile; yalso shown is control mechanism to actuate stabilevators and slotiiectors.

The principal advantages for this control system are that only one movement of the control wheel is possible at one time .to actuate controlling means which maneuvers this aircraft along a single flight axis or direction only; also eliminates control feel and coordination of controls as used in conventional aircraft simplifying operation, decreasing night-learning time and expense.

The control wheel is shown in neutral position at I0, Fig. 7, with means for manual movement of wheel to three positions, aft, at I9, dotted, left turning (Fig. 10) and right turning of wheel, eliminating the forwardmovement from neutral and eliminating the dangerous diving altitudes and preventing this aircraft ever exceeding level flight full power top speeds with resultant increase of aircraft and human safety factors and ease of control in the` .air and near the ground. Also eliminates foot pedals for control of rudders which is not required for this aircraft.

For maneuvering aircraft, if the wheel IQ and key I3 are moved aft for climbing action, only this single action is vpossible at one time such as climbing straight-after take-off, giving aircraft time to increase speed to a safe margin before turning. Wheel must be returned to neutral position with level flight obtained and resulting increase in forward speed and safety before a turning action is possible if desired, after which it is impossible to climb because key I3 does not mesh with keyway in bracket I4 and hub I5, if aircraft is in a turning maneuver, with aircraft being at a safe high speed non-stall altitude, eliminating danger of stalling on turns.

At certain minimum ight speeds with or without power this aircraft will automatically go into a gliding angle because the stabilevators have lower positive pitching moments at slow speeds.

For quick Adeceleration of aircraft in the air or on landing the stabilevatormay be controlled to a high drag air brake position and with slotiiector also operating to full open position that will also cause drag with resulting deceleration of airspeed quickly and `reducing landing area required. I

For combined aileron and rudder action for turning this aircraft'and for roadable steering, the control wheel is rotated to the left for left turns, as shown, and vice versa.

This operation rotates wheel tube I I with fore and aft keyway IIa for internal meshing of a key I5a fixed to turning crank I5 which is free to rotate, but restricted fore and aft by a support bracket.

The control mechanism and operation from the left screw shaft 41 to the left'stabilevator are identical as used for elevator action except the stabilevator 3l angle being increased to a high stalled negative angle position causing a slight nosing down altitude with decreased airflow circulation and lift on this left wing panel only with resultant lowering of this wing for banking and combined with the high negative angle of stabilevator giving a rudder action by causing a high drag coefficient at wing tip, which gives a long moment arm forvertical axis, with resulting rotation varound this axis for simultaneously banking and turning of aircraft.

This drag turning action will automatically raise and move the right wing panel forward Y with the outboard half'panel wing leading edge and stabilevator positioned as such to be defiected at right angles to the relative airflow with resultant increase of lift-on this right wing panel for raising and banking this wing to perform a lowered aileron action for turning this aircraft.

The right stabilevator remains in neutral posi- I tion to overcome adverse rolling or yawingfmoments.

Only the stabilevator controlling actions are required for turning action on this aircraft eliminating slotflectors which must be-kept in closed position.

When control wheel is returned to neutral, all control actions as described are reversed and returned to neutral position with resultant level night altitude.

This machine also has means for converting to a roadmobile for added usefulness and utility by folding the wings as shown, with operating mechanism as shown (Fig. 9).

The basic advantages are detailed simplicity,

foolproof operation, reduced weight and cost, overcomes airport inaccessibility and disrupting influence of bad ying weather. Increased utility because machine is complete at all times so that it may be flown whenever the Weather is favorable and wherever there is a take-off strip.

Complication of conventional control system is eliminated because only one main control tube 45 is required for controlling this machine simplifying the means of disengaging by having an intermeshing taper key-connection 45h having the break line parallel to radius taken from pivoting universal hinge 22 for proper disengagement of taper key. The wing panel control tube 45a will move horizontally outboard in bearings by free operation of stabilevator allowing taper key on rotating wing panel to clear raising bracket 221 on its swinging operation 22.

All operations described for roadmobile conversion are reversed, except taper key 45b'connection on the control tube i5 that must be meshed by manualA operation of stabilevator for proper connection and operation. 'if this is not accomplished properly, the operation of screw pin 22g and control tube 0,-5 will be restricted preventing this aircraft from taking off because stabilevatcr 3'! will not function. This system eliminates accidental disengagement, increases safety and makes the operation of extending wing panels foolproof for safe flight operation.

During flight the safety slot 45o does notmesh with safety lever 22h which is curved to straddle the main control tube l5 to restrict accidental disengagement of connecting pins 22g and 22k 8 and eliminates dangeroffwing panels folding in night.

For automobile usefulness, with light weight and low cost, this machine uses a pusher pro.- peller 8 driven directly by engine 5 located at rear upper portion of body I.

This propelling means 8 is used for flight operation and roadmobile operation eliminating all other means for road propulsion, such as wheel drive orl traction by driveV shafts, gears, transmission, gear shifting andv personal controlling means.

This is the principalreas'on all present roadables have not succeeded because all had some part of machine removable for roadable use with resulting decrease in utility and were wheel driven withits heavy mechanical and costly complicated devices.

This propelling means giving smoother, high speed vibrationless acceleration on any road surface condition, increases riding comfort and decreases mechanical noisesby having a conventional engine muflier for road use and using a conventional slow speed controllable reversible type propeller which is also .used for reversing operation on the road. Y

With the propeller located close to the wing trailing edge, the night stability and pitching moments are less affected by propeller 'thrust moments and any danger of the propeller hitting ground at high angle of attack is eliminated.

The wing location at high body position increases the aircraft inherent longitudinal, lateral and directional stability, increases visibility and wing clearance, simplies the means and ease of rotating and folding the wing panels for roadability and increases ythe safety factor by the guard action of wing panels and bumper combination around the rotating propeller.

Other advantages for the folded wing panels and propeller combination are increased propulsion eiiiciency obtained by propeller slipstream flowing aft through the dihedral Wing panels forming a Venturi action giving greater forward thrust and acceleration using less engine power and gas consumption. Y

Other advantages for this machine is the over; all simplified construction and eiicient form used as shown. l

The body I is a teardrop formVt-omeet auto standard width to accommodate three persons seated laterally on aircraft center of gravity which eliminates trimming problem and controls.

The body construction consists gof a single heavy bulkhead l for taking al1 structural loads imposed on by the addition of fixed parts such as the chassis l extending forward for supporting front of body l and nose Wheel lil aft is the engine mount tubes E which supports the engine ii and firewall.

Also attached to bulkhead 'i by bearings 2o; is a new simplified torsion -tube 2 type rear landing gear that takes all landing and roadable shocks by having the wheel axis aft and below vtorque tube axis so that it will deflect'up and aft 4,by vertical and horizontal shocks that twists torque tube freely in fixed support bearings 2a but is restricted further by connecting torque tubes ends 2b together and Xing this to center of bulkhead 'l' which absorbs the loads. The landing wheels are conventional tricycle type using a steerable double tire nose wheel Iii which is used for greater landing and roadable stability and safety with rear wheels 3 located behind center of gravity taking all vertical and horizontal 9 shocks at high stalled take-off and landing altitudes without danger of hitting ground with long body and tail surfaces as with conventional aircraft. This is the principal reason wing leading edge slots are not used on many aircraft.

The wing panel construction consists of a main beam for attaching wing folding fittings and threeribs, the inboard rib, center rib and tip rib which support the outer skins leading `edge slat and wing tip.

In Fig. 1 is shown an improved sweepback tapered wing consisting of an inboard half panel having a straight leading edge perpendicular to fore and aft axis to a point halfway` along .panel after which the outboard half panel leading edge is sweepback to wing tip. The advantages for this Wing plan form as shown and in combination with the stabilevators 31 and slotiectors 25 are increased wing lift coefficients by improving spanwise airflow, shifting the aerodynamic center forward with resulting shifting of center of gravity to a more forward and favorable position permitting persons to be located on center of gravity, increasing moment arm, with resulting increase in positive pitching moments for improving take-oi and landing efficiency and combined with wind dihedral angle on outboard wing panel which increases the inherent lateral and directional stability and forms the Venturi system when wing panels are folded af-t when converted to a roadmoble.

While I have described the preferred embodiment of my invention and illustrated the same in the accompanying drawings, certain minor changes or alterations may appear to one skilled in the art -to which this invention relates during the extensive manufacture of the same, and I, therefore, reserve the right to make such changes or alterations as shall fairly fall within the scope of the appended claims.

What I claim is:

1. In an apparatus of the class described, the combination with a body, of wings at opposite sides of said body, universal joints connecting said body with the inboard ends of said wings at points intermediate the leading and trailing edges of the wings, means on said wings and body for securing said wings to be retained in a horizontal positon,` means on said body and wings for securing said wings when moved to an inoperative position and substantially parallel to said body, and a ground engaging skid device mounted on and connecting the outer ends of said wings when said wings are in a folded position.

said body provided at its sides with rearwardly foldable Wings, said wings being in vertical position when folded and projecting rearwardly on each side of the propeller converging toward their outer ends, whereby a greater propulsion action is obtained for the apparatus when passing over a highway.

3. In a combined roadmoblle and airplane, a body, a pairv of monoplane wings, universal joints connecting the inner ends of said wings to the said body, said joints being arranged to permit rotation of said wings between horizontally spread positions and vertically idle positions, said joints being further -arranged to permit folding of said wings backwardly in vertical position along said body, means for selectively securing said wings in spread and folded positions, a tie rod detachably connected at its ends tov the outboard ends of said wings when folded, and ground -engaging guards projecting downwardly from the v tie rod to prevent road contact by said outboard 2. In an apparatus of the class described, the

combination of a body provided with a rear end, a motor driven propeller on said rear end, and

wing ends.

ADELARD J. GERO, JR.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,011,604 French Dec. 12, 1911 1,304,398 Sooy May 20, 1919 1,501,397 Dornier July 15, 1924 1,652,618 Fairey Dec. 13, 1927 1,685,119 `Carnes Sept. 25, 1928 1,711,637 Fairchild May 7, 1929 1,757,109 Boyd May 6, 1930 1,759,442 De Pew May 20, 1930 1,928,336 Kindelberger Sept. 26, 1933 1,958,486 Medvedeif May 15, 1934 1,983,171 Harding Dec. 4, 1934 2,070,006 Eaton Feb. 9, 1937 2,110,516 Weick Mar. 8, 1938 2,122,214 Reid June 28, 1938 2,160,089 Schairer May 30, 1939 2,316,885' Artega Apr. 20, 1943 2,355,026 Koppen Aug. 1, 1944 2,361,574 Tampier Oct. 31, 1944 2,381,678 Maxwell Aug. 7, 1945 2,402,468 Thompson June 18, 1946 2,411,107 Pitt Nov. 12, 1946 2,424,889 Holmes July 29, 1947 FOREIGN PATENTS Number Country Date 461,158 Great Britain Feb. 11, I1937 463,016 France Dec. 6, 1913 

